Rail anchor



Aug. 14, 1928.

' J. A. DIENNER ET AL RAIL ANCHOR Filed April 17, 1924 2 Sheets-Sheet l Aug. 14, 1928. 1,680,669

J. A. DIENNER ET AL RAIL ANCHOR Filed April 17, 1924 2 Sheets-Sheet 2 Patented Aug. 14, 1928.

UNITED STATES PATENTOFFICE.

JOHN A. DIENNEB, OF CHICAGO, AND ALEX-ANDER,C. MABEE, OF VILLA PARK,

ILLINOIS.

RAIL ANCHOR.

Application filed April 17, 1924. Serial No. 707,044.

Our invention relates to rail anchors, and is a continuation in part of our prior application #616,917, filed February 5, 1923.

In the present application we disclose and claim a specific form of anchor in which a pivoted wedge is adapted to swing in a vert1- cal plane. This wedge is pivoted on an arm extending above the jaw portion. a

In the preferred form of our invention this swinging wedge or cam is adapted to apply a gripping force which is secondary to the main or primary force caused by engagmcnt of the anchor with the tie,- and which is a function of the slippage of the rail through the anchor.

Now the action ofthe rotary wedge or cam. which is slip responsive, may be applied to the same surfaces as the actionof the primary grimping force to intensify the primary gripping forces, or thBjLCUOlI of the secondary means may be applied differently froin the primary forces. These two modes of embodying the broad invention may result in devices differing widely in outward appearance. In the present appl1cation we claim the use of the rotary wedge or cam as the specific means for obtaining the secondary or slip responsive gripping means. Also we claim broadly the use of means for obtaining the secondary or slipresponsive gripping action with primary gripping means which applies its force not 1n the same direction as the secondary force.

Now in order to acquaint those skilled in the art with the manner of constructing and operating our invention, we shall describe a specific embodiment of our invention in connection with the accompanying drawings, in which,

Fig. 1 shows in side elevation an embodis ment in which the action of clamping. is dependent upon a tilting or'cocking of the anchor;

Fig. 1 is an enlarged back elevational view of the swinging wedge or cam shown in face view in Fig. 1;

Fig. 1 is an enlarged sectional view taken on line 1 1 of Fig. 1;

Fig. 2 is'a side elevation of a modification;

Fig. 3 is a left end view of the anchor shown in Fig. 2;

F ig. 4 is a right end view of the same;

Fig. 5 is a vertical section taken on line 55 of F1g. 2;

Fig. 6 is a similar section taken on line (i6 of Flg. 2;

Fig.7 is a plan view ofa railroad track employing the anchors of our invention and showing the mode of taking up the reaction of the pressure of the anchor upon the tie;

Fig. 8 is an elevational view of the same;

Fig. 9 is a side elevational view of a sec ond modification; v

Fig. 10 is a left end view of the same;

Fig. 11 is a side elev'ational view of a third modification;

Fig. 12 is a left end view of the same;

Fig. 13 is a rear elevation of the anchor shown in Fig. 11;a'nd

Fig. 14: is a sectional view taken on line 1 1 1 1 of Fig. 11. a

Similar or the same reference characters relate to similar or the same parts throughout the drawings and specification.

Referring now to Figs. 1, 1 and 1 We have provided an anchor for gripping the rail 1 and. holding it against'longitudinal movement with respect to the tie 2. The rail 1, as shown in Fig. 1, has a tendency to move longitudinally, as indicated by the arrow. The anchor 8 is designed to seize the rail 1 and hold it securely. The anchor 3 in turn presses against the side of the tie 2, as shown, and the reaction of the tie is taken up by the roadbed orballast which embraces the tie 2. This reaction of the tie 2 maybe transmitted to a sleeper in the. roadbed which, as shown in Fig-a7 and 8 may con sist' of concrete blocks iembedded in the ground. These blocks 4 are not adapted to take the weight of the rolling stock, and the ties 2 may therefore be supported in the middle. If desired, the rails 1 may be anchored in both directions by placing of anchors 10 upon opposite sides of the tie 2. We also wish to point out that the ties- 2 which have anchors engaging them may be fastened to adjacent ties 5 as by means of the channel bars 6, which are bolted or spiked to the tie 2 and to ties 5. If desired, both modes of assisting tie 2 to take up the thrust of the anchors maybe used simultaneously to good advantage. The channel bars 6 in that case hold. the tie 2 againstany tendency to roll which is caused by the unevenly applied force of the anchors 10.

In the track structure shown in Figs. 7 and 8, any suitable form of anchor may be employed, but we find that the forms herein shown are peculiarly adapted to this type of service, because they hold great loads with a minimum of slippage along the rail.

Now referring again to the anchor of Fi 1. 1 and 1 we provide a main jaw or clutch part 11 which is U shaped to embrace relatively closely the bottom flange 7 of the rail 1. Integral with this clutch part 11 is a lower tie engaging arm 12, adapted to bear against the tie 2 and twist or cock the grip portion 11 so that it holds the flange of the rail with a force which within limits is a function of the pressure of the arm 12 against the tie 2.

An upwardly extending arm 13 is also formed integral with the grip portion 11, and it bears at its outer or free end a swinging wedge or cam 14 for engaging the under side or surface of the head 9 of the rail. A

, spring 15 of the helical coil type is fastened at its ends to pins 16 and 17, mounted in the wedge or cam 14 and arm 13, respectively. The ends of the spring may, if desired, be looped over the edges of these parts, or otherwise secured, as the particular form or shape of the spring is not of the essence of the invention.

The arm 13 has an car 18 which is slotted, as shown at 19, to receive the bolt 21. The shape of the slot 19 is such that the anchor is free to move in such manner as to secure the desired primary action and secondary action.

The cam or rotary wedge 14 has a serrated face. These serrations are preferably made fine, although we have shown coarse serrations for the sake of clear illustration. The purpose of these serrations is to cut through the scale or rust on the rail to secure firm engagement with the solid metal. The cam or wedge 14 is pivoted by means of an integral pin 22 formed on the back side thereof, as illustrated in Figs. 1 and 1.

The action of the device shown in Figs. 1. 1 and 1 is as follows V The anchor is first placed with the jaw portion 11 embracing the base flange 7 with the lower or tie engaging arm in contact with the tie and the cam 14 in engagement with the lower surface of the head. A hole is then drilled centrally of the slot 1!) in the web 8 of the rail for receiving the bolt 21. The function of the bolt 21 is to hold the anchor upon the rail, while the slot and bolt are, in this particular embodiment, not required for applying the clamping pre sure of the anchor upon the rail. It will be understood that the slot and bolt may, if desired, be employed by giving the slot 19 an inclination equivalent to the eccentricity of the cam 14, to assist the rotary wedge or cam 14 in applying the secondary pressure to the gripping portion.

The engagement of the arm 12 against the tie 2 tends to cock or twist the anchor so as to grip the base 7, but, as explained in our companion case, there is a tendency for the rail to flow through the grip of the anchor, due to the impact and vibration. This tcndency of the rail to travel through the grip of the anchor creates a greater clamping tendency by virtue of the movement of the rotary wedge or cam 14 about its pivot The spring 15 tends to throw the cam into engagement with the lower surface of the head of the rail so that any movement of the rail results in dragging the can] 14 further in a counterclockwise direction, as shown in Fig. 1, and thereby force the end of the arm 13 down. This applies a gripping force which, within limits, is a function of the slippage of the rail through the grip of the anchor.

It will be apparent from the description ol the modified forms hereafter referred to. that the anchor 33 may be held upon the rail by a clamping bolt such as taat (?l1l1)l \((l in the form of anchor shown in Figs. 2, l and 6. If such a bolt is employed, it is unnecessary to drill a hole through the rail. This means much lower installation cost and no weakening of the rail.

In the embodiment shown in Figs. 2, 4. and 6, inclusive, we provide an anchor 3' having a U-shaped clutch portion 24 which his over the base flange 7 of the rail 1. This clamping portion comprises a central web with the strengthening flanges 26 and 27 so disposed as to secure maximum strength for the amount of metal employed. The central web 25 has a boss 28 which is cored or drilled to provide a. mounting for the bolt 29, which has a hook 30 at its outer end hooking over the adjacent edge of the base flange and having a threaded portion 31 which is engaged by the nut 32 with a lock washer 33 under it. The central web portion 25 of the jaw or clutch is continued down in the shape of a web 34, which joins the rear flange 27 to a continuation 35 of the front flange 20 thereby forming an arm for engaging the tie 2. The jaw portion 24 is adapted to clamp upon the base flange 7 by counterclockwise rotation of the jaw portion. as viewed in Fig. 2, this rotation being caused by engagement of the tie 2 with the depending arm 35. On its interior the jaw or clutch portion 24 is provided with contacting surfaces, as indicated in dotted lines in Fig. 2 at 37 and 38, the other surfaces being relieved so as to permit the surfaces 37 and 38 to secure firm contact with the flange 7.

The central web 25 of the jaw or clutch portion 24 extends upward in an arm 39 lea which also merges with the strengthening flange 27 to provide a satisfactory bearing and: mounting for the swinging wedge or cam 40. A pin 41 extends through the outer end of the arm 39, which outer end isshaped to receive the pin, and; this pin passes through and supports the wedge or cam 40.

If desired, the pin 41 may be made integral with the wedge or cam 40 and seated in the end of the arm 39 by being introduced'laterally, as will be well understood by those skilled in the art, to obviate the necessity of making an extra piece. The face 42 of the cam or wedge 40 is serrated or rough ened, so as to cut through the scale or rust on the base flange 7 and to secure firm contact with the metal.

The face of the cam42 is made relatively wide and is tapered to approximately the taper of the base flange to secure good contact. If desired, the face of the cam 40 may be made relatively narrow to obviate the twist which would be imparted by rolling action of the conical face of the cam upon the plain surface constituting the top of the base flange 7. j

The action of this form of device is relativel complex. The device is applied by placlng the jaw portion 24 over the adjacent base flange, thenhooking the hook bolt 29 over the opposite base flange and drawing up the nut 32. This holds the device firmly in place and tends to grip the base flange between the clamping surfaces 38 and 37. Thereafter, the wedge 40 is dropped into place and by its own gravity it tends to wedge itself into place to be caught by any movement of the rail. The first action of movement of the rail inthe direction of the arrow shown in Fig. 2 is to bring the lower arm 35 in contact with the tie 2 tending to cock or twist the anchor about its central axis so as to bring the clamping surfaces 37 and 38 into engagement with the lower and upper surfaces of the base flange 7, this tendency being in a counterclockwise direction.

The anchor as thus constructed will hold a relatively large load of pressure on the rail. in the direction indicated by the arrow of Fig. 2, but there are two actions which are next brought into play by movement of the rail through the grip of the anchor.

First and perhaps most important, is the tendency of-any slippage of the rail through the anchor to drag the wedge 40 into place, this wedge being then moved by a clockwise direction, as viewed in Fig. 2, to exert an upward pressure upon the adjacent end of the arm 39, tending to move the anchor around in a counterclockwise direction to assist the primary gripping action secured by contact of the arm 35 with the tie 2.

In addition to the action of the cam or wedge 42, any slippage of the rail 1 through secured by tilting or cocking of the jaw portion or clutch portion on the base of thc rail due to the engagement of the arm 35 with the tie 2; next, there is the intensification of this cocking or tilting action by the wedge 42 which is responsive to slippage of the rail through the grip of the anchor; and third, there is the shackling action which is coordinated with the second action in that it is responsive to slippage through the clutch or jaw portion 24.

In Figs. 9 and 10 we have illustrated a modified form of anchor in which the same three actions are involved, but in which the j aw portions are plain and fit the rail without any permissible movement of the anchor itself after it is once applied, except a longi tudinal movement. That is to say, thej aw portion 45 has plain'surfaccs for engaging the top and bottom sides of the base flange 7 A hook bolt 29 has its outer or hooked end 30 caught over the opposite edge of the base flange 7, and this draws the plain surfaces 46 and 47 upon the tapered surfaces of the base flange 7 Thus the tensioning of the bolt 29 wedges the jaw portion 45 upon the base flange.

The jaw portion 45 has a depending arm 48 formed integral therewith for engaging the tie 2, as indicated in Fig. 9, and above the aw portion 48 there is formed an arm 49 extending laterally of the vertical center of the jaw portion 45, and bearing at its free end the rotarywedge or cam 50 which is pivoted by means of the pin 51 and its own extending hub 52, as indicated in dotted lines in Fi lOupon the outer end of said arm.

The end of the arm has an overhanging shoulder 53 which extends above the hub 52 of the swinging wedge or cam 50 to receive theupward thrust of said cam as the same is rotated in a clockwise direction as viewed in Fig. 9.

A spring 54 is provided for holding the wedge 50 against the base flange 70, so as to assist in tightening up the anchor as soon as it is applied to the rail. In each case, upon application of the anchor to the rail, the hook bolt 29 is first drawn upfthe anchor being placed with its depending arm in engagement with the tie 2, and then the wedge is driven tight by a few blows of a hammer or the like, which immediately puts the anchor under tension. The surface of the cam 50 may be roughened, if desired.

In Figs. 11 to 13 we have illustrated a modification in which the depending or tie engaging arm has been greatly reduced in length, and its purpose no longer involves the tilting of the anchor, but serves merely as a stop or engaging portion for engaging the tie 2.

In this construction we provide the gcnorally U-shapcd jaw or gripping portion 56 which has its surfaces 57 and 58 formed as plain surfaces adapted to fit the corresponding surfaces of the base flange 7. This jaw portion is formed of a central web 59 with reinforcing flanges and 61 formed on the front and the rear side thereof, respectively. The front llange 60 extends downwardly and toward the central part of the rail to form the pad or tie'engaging surface 6:2. This pad provides suificient area resting against the tie 2 to secure adequate bearing for supporting the pressure of the rail and anchor against the tie. An arm (53 is formed integrally with the jaw or clamping portion 56 and extends over and through the side opposite the tie where it supports the pivoted wedge or cam (i l. This wedge '01 cam has a boss at its upper end which seats under an overhanging flange (36, which flange receives the major portion of the thrust of the cam 64-. The cam is held in place by the pin 67 which may also support a small part of the upward thrust of the cam, but its chief function is merely to hold the cam in proper place.

The hook bolt 29 is mounted loosely in a slot 68, which slot, however, is arranged to permit play only in a horizontal direction. This slot terminates in a round hole in the boss 69 so that adequate seating for the nut 32 and spring washer is provided on the outside of the anchor.

The anchor shown in Figs. 11 to 14, inclusive, is applied by fitting the clamp portion 56 over the base flange of the rail in contact with the tie 2, and then fastening the hook bolt into place and drawing the' same up to cause the clutch or clamping portion 56 to engage the base flange of the rail. In and of itself, this is an excellent anchor, except for the fact that it permits slippage of the rail through the grip of the anchor. It acts as an anchor simply by the frictional eilect of the surfaces 57 and 58 upon the surfaces of the base flange 7 of the rail. Any tendency to push the anchor along the rail tends to increase the pressure upon those surfaces by the shackling action of the bolt 29, the hooked end 30 of which tends to remain in place and thus increase the tension upon the bolt 29 as the clamp tends to travel along the rail. The wedge, however, provides the secondary force which tends to twist the anchor about its axis in a countercloclnvisc direction, as viewed in Fig. 11, thereby tendingto tighten the surfaces upon the surfaces of the base flange 7 by decreasing the pressure at the adjacent top surface 57 and increasing the pressure at the remote top surface 57 on the upper surface, and decreasing the pressure on the remote bottom surface 58, and increasing the pressure on the adjacent bottom surface 58 on the lower surface of the base flange 7. The resultant, however, is an increase of the total pressure and a consequent increase in friction with resulting increasing gripping power and hence greater holding power of the anchor.

Now, comparing the four forms shown, it will be seen that in Fig. 1 the primary action is secured by a tilting or cocking action, secured by engagement of the tie against the depending arm of the anchor, and the secondary or slip responsive action is secured by the rotary wedge or cam 14 as the rail travels through the grip of the anchor.

In the device of Figs. 11 to 14, there are similarly two actions involved; namely, first the primary or shackling action created by the bolt 29 and the gripping surfaces 57 and 58 upon the base flange of the rail which is increased by movement of the rail through the grip of the anchor; and then the secondary action, which is also slip responsive, which increases the grip of the rail upon the anchor in accordance with the action of the wedge 64. This wedge increases its grip in proportion to the tendency of the rail to slip through the anchor. I

Thus. it will be seen that in the form of Fig. 1 the primary gripping action is pressure responsive and the secondary action is slip responsive. In the device of Figs. 11 to 14, the primary action is frictional, a function of the tension in the bolt 29, and this is increased by slippage of the rail through the grip of the anchor to increase the primary action by slippage, and the secondary action is also slip responsive.

In the form illustrated in Figs. 2 to 6, inelusive, there are three actions involved;

namely, first the shackling action responsive to the tension in the bolt 29 which may be increased by slippage; second, the gripping action secured by engagement of the depending arm with the tie, which tends to tilt or cock the anchor upon the base flange of the rail and secure thereby an increase of the primary action corresponding to the pressure of the anchor against the tie. In other words, the primary action is infiuenced'by two factors; namely, the tension on the bolt 29 and the pressure on the lowerarm 35. The final and slip responsive action is caused by increased shackling action of the bolt 29 through slippage of the rail through the clutch of the anchor and by increased wedging action of the cam caused by slippage of the rail through the grip of the anchor.

In the device shown in Figs. 9 and 10, it will be noted that we have made the clutch gage the base flange are flat surfaces adapted to be wedged upon said base flange, and

hence the tilting effect ofthe lower arm 48, while it tends to increase the pressures upon the cooperating surfaces, is not so pro nounced in its effect as in the form shown in Figs. 2 to 6. Thence the stresses are dis tributed and not concentrated by the tilting action. However, the three tendencies, in addition to the initial tension on the bolt 29, are present; namely, the tilting or cocking action of the lower tie engaging arm 48, the shackling action caused by slippage of the rail through the grip 45, the increased tilt ing or cooking action caused by the wedge 50 due to slip of the rail through the anchor, and also the shackhng action of the 1ncreased tension of thebolt 29 due to slippage cure ellicient operation of the friction surfaces. \Vhere the grip is secured by frictional engagement, it can be seen that the load which can be carried is a function of the areas by the unit pressures. \Vhere the friction areas are substantially equal to the cros section of the clamp, it will be apparent at once that the unit stresses in the clamp will be a function of the coellicient of friction. 'Thus, for example, assume that the coefficient friction is .3 and that the area of the gripping surface is substantially the same as the cross sectional area of the clamp, it will be seen that the unit stressesin the cross section of the clamp will be such that their total stress is about three times the stress or holding power of the entire anchor.

If deformation or cutting of the rail is to be avoided, the unit stresses in the clamp must be maintained below that of the yield ing strength of the metal of which the rail is composed.

The distribution of the metal of the anchor is an important feature, since it will be obvious that the shorter the clamp or shackle which is required to maintain the pressure of friction, the less metal will be required. In selecting the base flange 7 of the rail, we have secured ample bearing surfaces, top and bottom, separated by a minimum distance, so that the metal of the anchor may be used to the greatest advantage.

The hook bolt 29 is prevented from turning, and the trackmen going along may draw up the nut 32 to insure tightness of the bolt 29 and to test the grip of the anchor upon the rail. Similarly, by tapping the wedge 40 with a hammer, the grip of the anchor upon the rail may be approximately determined by the solidness with which this cam or wedge is held in place. The rattling and jolting 'to which the anchor is subjecteddoes not cause it to slip.

It will be apparent to those skilled in the art that numerous modifications may be made without departing from the spirit of our invention. j

IVe claim 1. In a rail anchor, a jaw portion adapted to fit over the flange of the rail, a stop arm for engaging tie extending down from said jaw portion, an arm extending above said jaw portion and lying along the web of the rail and a rail engaging cam pivoted to the upper end of the latter arm.

2. In a rail anchor, a jaw portion adapted to fit over the base flange of the rail, a stop arm extending down from the jaw portion, a clamping arm extending above the jaw portion and lying along the web of the rail, and means pivoted to the latter arm for engaging the base flange of the rail.

3. In a rail anchor, a jaw portion adapted to fit over the flange of the rail, a stop arm for engaging a tie extending down from said jaw portion, an arm extending above said jaw portion and lying along the webof the rail and a rail engaging cam pivoted to the upper end of the latter arm, and means "for holding the device upon the rail.

4. In a rail anchor, a jawpor'tion adapted to fit over the flange" of the rail, a stop arm for engaging a tie extending down from said jaw portion, an arm extending above said jaw portion and lying along the web of the rail and a rail engaging cam pivoted to the upper end of the latter arm, and a hook bolt lying'below the base flange for clamping the device upon the rail.

5. In a rail anchor, a jaw portion adapted to fit over the flange of the rail, a stop arm depending from the jaw portion, a clamping arm extending upwardly from the jaw portion,a pivoted wedge member automatically urged into engagement withEa substantially horizontal surface ofthe rail, and means for holding the deviceupon the rail.

6. I11 a rail anchor, a jaw portionadapted to beolamped upon the base flange of a rail, a tie engaging portion connected to said jaw portion, said jaw portion having an upper and a lower engaging surface, a bolt passing under the base 'fiangefor pressing said surfaces against the cooperatingsurfaces of the base flange, and means actuated by slippage of the rail through the jaw portion for increasing the gripping pressure upon one of said surfaces. V

7. In a I'Zlllanchor, a aw portlon for engaging the base flange of the rail, a bolt for holding the aw portion upon the rail, a tie en a in member and a ivoted cam con-.

nected to the jaw portion for tightening the grip of the jaw portion upon the rail.

. .8. In a rail anchor, a jaw portion for engaging the base flange of the rail, a belt for ill holding the jaw portion upon the rail, a tie engaging portion below the jaw portion, and a pivoted cam mounted above the jaw portion for engaging the rail and actuated by slippage of the rail through the jaw portion for increasing the pressure upon the jaw portion.

9. In a rail anchor, a jaw portion having a relatively fixed member and a relatively movable member for engaging the lower and upper surfaces respectively of a base flange of a rail, said movable member being pivotally mounted for rolling motion and adapted by its movement with respect to said relatively fixed member, to diminish the distance between the clamping surfaces of said two members and having one of said members adapted to engage a tie, the movable member being moved by slippage of the rail through the jaw portion to automatically increase its grip upon the rail.

10. In a rail anchor adapted to clamp the upper and lower surfaces of a lateral base flange ofa rail, comprising a jaw portion having a fixed clamping surface for engagingone of said surfaces of said lateral base flange and a pivoted jaw having a clamping surface, said jaw being movable with respect to said jaw having the fixed clamping surface, for engaging the other of said surfaces of said base flange, said pivoted clamping jaw being rocked by movement of the rail through the anchor to increase the grip of the jaws upon the rail flange.

11. In combinatioma jaw member having relatively flat surfaces for frictionally engaging the top and bottom surfaces of one side of the base flange of a rail, a tie engaging portion integral with the jaw member and depending therefrom on the same side of the rail, means for holding said jaw portion upon the base flange of the rail, and means connectedto the jaw portion and actuated by slippage of the rail through the jaw portion for increasing the pressure of one of the surfaces of the jaw portion upon the base flange of the rail.

12. In combination, a jaw portion for engaging the top and bottom surfaces of the base flange of the rail, a hook bolt passing through said aw portion and lying beneath the base flange of the rail, an upwardly extending arm above the jaw portion, and a rotar r wedge member pivoted to said armfor increasing the grip of the jaw portion upon the base flange of the rail upon movement of the rail through said jaw portion.

13. In a rail anchor having jaw surfaces for engaging the top and bottom surfaces of the base flange of a rail, an upwardly extending arm, a rotary cam having a hub, said arm having an overhanging flange and a pin passing through the hub and through the arm to hold the hub of the cam under the flange of the arm.

14. In combination, a jaw member having an upwardly extending arm, and a rotary cam pivoted to the upper end of the arm, said cam being actuated by gravity to tighten the grip of the jaw upon the rail to which it is applied.

In combination, a U-shaped clamp member fitting upon top and bottom surfaces of the base flange of a rail and having a tie engaging surface, a belt for drawing and holding said clamp upon the flan e of the rail, and a cam on one leg of the c amp actuated by slippage of the rail through the clamp for increasing the pressure of the other leg of the clamp upon. the cooperating surface of the rail.

, 10. In a rail anchor, the combination of a U-shaped clamp for engaging the base flange of one side of the rail, a horizontally extending shackling member for ti ghtcning the clamp upon the rail, and a vertically extending cam for pressing the clamp against the rail in a vertical direction.

17. In a rail anchor, jaw portions iil vertical alignment adapted to engage the upper and lower surfaces respectively of a base flange of a rail, one of said jaw portions bcing adapted to engage a stationary abutment and the other being movable with respect to the first jaw portion and adapted by movement of the rail through the anchor to increase the pressure of the first jaw portion upon a surface of said flange.

18. In combination, a jaw member having surfaces for frictionally engaging the top and bottom surfaces of one side of the base flange of a rail, a tie engaging portion integral with the jaw member and depending therefrom on the same side of the rail. and means connected to the jaw member and actuated by slippage of the rail through the jaw member for increasing the pressure of one of the surfaces of the jaw member upon the base flange of the rail.

In witness whereof, we hereunto subscribe our names this 15th day of Apr., 1924-.

JOHN A. DIENNER. ALEXANDER C. MABEE. 

